DECLARATION OF DR. MARK EHSANI RE U.S. PATENT 7,626,349
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`1. My name is Dr. Mark Ehsani. I am over the age of twenty-one (21)
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`years, of sound mind and capable of making the statements set forth in this
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`Declaration. I am competent to testify to matters set forth herein. All the facts and
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`statements contained herein are within my personal knowledge and they are, in all
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`things, true and correct.
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`2. My experience and education are detailed in my curriculum vitae,
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`which is attached as Appendix 1 to this report.
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`3.
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`I hold BS and MS degrees in electrical engineering from The
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`University of Texas at Austin and a Ph.D. in Electrical Engineering from
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`University of Wisconsin-Madison.
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`4.
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`I am currently a tenured Professor in the Department of Electrical and
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`Computer Engineering and the director of the Power Electronics and Motor Drives
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`Laboratory and Advanced Vehicle Systems Research Program at Texas A&M
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`University. I am also the director of the National Science Foundation Efficient
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`Vehicles and Sustainable Transportation Systems (EV-STS) Center. Prior to my
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`position at A&M, I held professional research engineering positions at Argonn
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`National Lab, in Chicago Illinois and the Fusion Research Center at the University
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`of Texas at Austin. I have published over 370 papers in refereed conferences, and
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`journals in the areas of energy systems, power electronics, motor drives, and
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`electric and hybrid electric vehicles, and other areas of control, storage, and use of
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`electric power and energy systems. I am also the co-author of 17 books on the
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`above topics. During my over 33 years of employment at A&M, I have originated
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`and taught over eight different undergraduate and graduate electrical engineering
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`courses on a variety of topics including power electronics, motor drives, dc power
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`systems, electric and hybrid electric vehicles, sustainable energy and transportation
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`systems, and industrial practice of electrical and computer engineering.
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`5.
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`As detailed in my curriculum vitae, I have received, among other
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`awards, the “Avant Guard Award” from the Vehicular Technology Society of
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`Institute of Electrical and Electronics Engineers (IEEE), the IEEE Undergraduate
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`Teaching Award and have received several distinguished research paper awards, in
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`the area of power electronics and motor drives. I have been elected as a Fellow if
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`Institute of Electrical and Electronics Engineers as well as a Fellow of Society of
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`Automotive Engineers (SAE) for my original contributions the advancement the
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`art in the above technical fields.
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`6.
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`I have presented many invited short courses on the advanced control
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`of AC permanent magnet motor drives, including AC vector control technologies
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`at the international conferences of Institute of Electrical and Electronics Engineers,
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`IEEE, conferences, and other forums. These include an Invited Seminar to the
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`Local Chapter of IEEE in Istanbul, Turkey on “State of the Art in Power
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`Electronics and Motor Drives,” August 27, 1998; Invited Short Course in IEEE
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`Applied Power Electronics Conference and Exposition, Dallas, Texas, March
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`1995: “Electric Drives in Electric and Hybrid Vehicles”; Invited Short Course at
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`GM Proving Grounds in Milford, MI and Mesa, AZ, September/October, 1995:
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`“Electric Drives in Electric and Hybrid Vehicles”; Invited Short Course at
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`Hanyang University, Seoul, Korea, June 26, 2000: “State of the Art of Brushless
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`DC Motor and Switched Reluctance Motor Drives”; Sensorless Brushless DC
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`Motor Drives for Integrated in-line automotive Pump Applications, Short course
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`given at EMP Corp. Escenaba, Michigan, August, 2004; “Control of BLDC
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`Machines with Improved Performance”, U.S. Army Vetronics Institute 3rd Annual
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`Winter Workshop, Jan 13, 2004, U.S. Army Tank-Automotive RD&E Center
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`Warren, MI; “Control of the BLDC machine with improved performance”, Short
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`Course, June 2004, Tel Aviv University, Israel; and “ Short Course on Advanced
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`Controls for Brushless DC Motor Drivres,” IEEE Applied Power Electroncis
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`Conference, Dallas, Texas, March, 2006.
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`7.
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`I am familiar with the knowledge and capabilities one of ordinary skill
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`in the art of motor control. Specifically, I am familiar with the understandings of
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`one of ordinary skill in the art in the period of the invention of U.S. Patent No.
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`7,626,349 (hereinafter “the ‘349 Patent”) and my testimony herein when referring
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`to one of ordinary skill refers to that period.
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`8.
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`In my opinion, a person of ordinary skill would have had at least a
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`Master‘s degree in electrical engineering, some specialization in electric motor
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`drives or a Bachelor‘s Degree in electrical engineering and approximately two
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`years of academic or industry experience in electric motor drives including
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`experience concerning power electronics, motor drives, and controls.
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`9.
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`I am being compensated by the petitioner of the Inter Partes Review
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`(IPR) of the ‘349 Patent for my assistance with its and, specifically, for my time
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`spent reviewing documents in association with the IPR and in preparing my
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`testimony.
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`State of the Art
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`10. By the mid-1990s, about a decade before the provisional application
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`to which the ‘349 Patent claims priority was filed, permanent magnet synchronous
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`motors (“PM Motors”) were well understood and widely used in virtually every
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`motor application. For example, PM Motors were used in applications ranging
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`from hard disk drives to a variety of industrial and military uses.1
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`1 See e.g. Duane C. Hanselman, Brushless Permanent-Magnet Motor Design, at Preface (McGraw-Hill 1994). Ex.
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`11. PM Motors are electronically commutated, meaning that the windings
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`of the motor are energized electronically based on the position of the rotor, rather
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`than by using brushes (as in a DC motor). By 2007, the control of PM Motors had
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`been well studied and widely understood. For example, in 1985 I developed a
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`graduate course, named Motor Drive Dynamics, as part of my electronic motor
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`drives curriculum at Texas A&M University. This course included the control of
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`PM Motor drives, including AC permanent magnet and hybrid AC permanent
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`magnet motor drives, using vector control and sinusoidal commutation techniques,
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`as well as others. This course has been in continual teaching at Texas A&M up to
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`the present and is part of the catalogue of the graduate courses at Texas A&M.
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`12. One method of controlling PM Motors is called vector control, which
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`uses a rotating frame of reference. The rotating frame of reference simplifies the
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`mathematical representation of the motor control and allows for precise control of
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`the motor. Vector control was well developed to the level of being present in
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`many textbooks and university courses and has existed for over 25 years.
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`13. The concept of vector control, which typically uses d and q current
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`components, arises from the following simple principle. In every electric motor
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`torque arrives from the interaction of two magnetic fields, one originating from the
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`stator and one originating from the rotor. Under ideal conditions these two
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`magnetic fields are orthogonal with each other (meaning they are independent of
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`each other). Under these conditions one of these fields is designed and designated
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`to be the magnetizing field, with its associated flux, (i.e. the direct, or “d,” axis
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`field and flux). The other field, and its associated flux, is designed and designated
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`to be the armature field and flux (quadrature , or “q,” axis field and flux).
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`14. Below is a diagram that describes a rotating frame of reference.
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`15. The PM Motor illustrated above is helpful in understanding a rotating
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`frame of reference. The rotor, which has a permanent magnet, has one north pole
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`and one south pole, denoted by Nr and Sr, respectively. The stator, which includes
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`electromagnets, results in a virtual stator magnet having one north pole and one
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`south pole, denoted by Ns and Ss, respectively.
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`16. The d-axis is, by definition, aligned with the rotor. The q-axis, by
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`definition, is 90 degrees offset from the d-axis. Therefore, in the figure above, the
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`stator magnet is aligned with the q-axis, which results in the maximum possible
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`torque. The attractive force of the stator and rotor magnets (the alignment of their
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`flux vectors) creates torque. Ideally, even as the rotor turns, the magnetic field
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`provided by the stator will always be at 90 degrees from the rotor. Because the
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`stator windings are stationary, the PM Motor drive must commutate the winding
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`currents (e.g. energize the windings in a particular sequence) so as to keep the
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`magnetic field from the stator at the correct orientation with respect to the rotor
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`(offset by 90 degrees).
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`17. The magnetic fields of the stator and rotor can be abstractly
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`represented by the d- and q- flux vectors. The d-axis flux (λd), and the current that
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`produces it (id), serve to “magnetize” the machine. The quadrature axis flux (λq),
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`and the current that produces it (iq) serve to produce torque in the machine. Ideally,
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`id and iq are also independent of each other (orthogonal). Therefore, in motor drive
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`control these two component currents are computed separately and for different
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`purposes. The d-current is produced from considerations of the desired machine
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`magnetization, speed, back emf, and the available voltage from the supply (e.g. dc
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`bus voltage of the drive power converter). The q-current is produced from
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`considerations of the desired (commanded) machine torque, specified
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`magnetization flux (from the above), and imperfections of the machine. For
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`example, there may be deliberate or unavoidable couplings between the direct and
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`quadrature axis fluxes (such as rotor saliencies or stator pole slot effects).
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`18.
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`In an ideal PMAC motor, if the q-axis current is set to a particular
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`value, and the d-axis is set to zero, the motor would create an amount of torque
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`proportional to the q-axis current. Furthermore, in an ideal motor current in the d-
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`axis does not create torque because it is aligned with the rotor. However, in salient
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`motors (described further below), current in the d-axis does contribute to the output
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`torque of the motor. In such a case, the computed torque current, iq, may have to
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`be scaled up or down to correct for the resulting torque from such saliencies or
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`stator pole slot effects, to produce the desired output torque.
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`19. Although in many situations it is preferable to maintain the d-axis
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`current to zero (as it may not contribute to torque), in some cases it is beneficial to
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`have a non-zero d-axis current. For example, as the rotor turns, it creates a back
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`electromotive force (“back-emf”), which is a voltage, on the stator windings. That
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`back emf limits the amount of current that can be fed into the windings given a
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`particular power supply voltage. However, by using a non-zero d-axis current, the
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`back emf can be reduced, which is called field-weakening. By weakening the
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`field, more current can be fed to the windings as the motor turns quickly than can
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`be fed if no field weakening is performed. Therefore, although d-axis current does
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`not contribute directly to torque (and as such is wasted energy in a sense), it can
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`improve the performance of a PM Motor by increasing the amount of torque a PM
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`Motor can provide at high speeds and given a particular power supply voltage.
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`20. Finally, the computed d and q components of the current may be
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`combined to produce one stator current to be fed to the machine (is or iabc) if it is a
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`“singly fed” machine, such as the PM Motor or the induction machine. The exact
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`method of d and q axes current computations and implementation may include
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`detailed mathematical manipulations, such as transformations from stationary to
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`rotating frames of reference and back, and two phase to three phase transformation.
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`Although there are other ways of controlling PM Motors, vector control using q-
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`and d-axis currents provides for accurate control of a PM Motor (i.e. given a
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`particular torque command, the motor outputs that torque).
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`21. The origins of vector control date back to the 1920s and 1930s. See
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`e.g. Krause2, at 110. In addition, the equations that describe how PM Motors work
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`when controlled using vector control were well known and understood long before
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`the ‘349 Patent’s priority date.
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`22. Krause provides many equations and concepts that a person of
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`ordinary skill would have been able to use to analyze the operation of, and design
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`the control of, PM Motors. For example, Krause describes the use of current
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`commands to achieve a particular torque output. Specifically, Krause states that
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`“[n]ormally, when using a current-regulated inverter, the input to the controller is a
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`torque command. Thus the problem may be reformulated as the determination of
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`the current command from the torque command.” Krause, at 592. In other words,
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`given a particular torque command, a PM Motor drive must calculate a
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`corresponding current command (in q and d axes) to achieve the commanded
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`torque.
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`23. Krause provides the equation that describes the torque produced in a
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`PM Motor.
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`2 See Paul C. Krause et al, Analysis of Electric Machinery and Drive Systems (2nd ed. 2002) (“Krause”).
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`Krause, at 265.
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`24. From the foregoing equation, one of ordinary skill in the art would
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`recognize that the torque produced by a PM Motor has one component that is
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`related to the q-axis current (ir
`qs) and one component related to the d-axis current
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`(irds). The variables λrds and λrqs are the flux linkages for the d and q axes,
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`respectively, and generally describe how efficiently the stator and rotor fluxes are
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`linked.
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`25. Sinusoidal commutation currents are associated with sinusoidal time
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`variations of flux in the PM Motor. This, in combination with a spatial sinusoidal
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`distribution of flux around the PM Motor, can produce highly smooth torque with
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`minimum torque pulsation, which may be desirable in many applications, such as
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`electrically-assisted power steering. However, production of sinusoidal spatial flux
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`distribution by the rotor is associated with the presence of a significant amount of
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`iron in the rotor (in which the permanent magnet motors are embededded), which
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`in turn is associated with a significant amount of reluctance torque in addition to
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`the magnetic torque.
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`The ‘349 Patent
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`26.
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`I have reviewed the ‘349 Patent, which is entitled “Low Noise
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`Heating, Ventilating and/or Air Conditioning (HVAC) Systems. The ‘349 Patent
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`generally relates to the use of a permanent magnet synchronous motor using sine
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`wave commutation in an HVAC system.
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`27. The ‘349 Patent discusses how, before the filing of the application that
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`became the ‘349 Patent, variable speed motors were used in HVAC systems. Col.
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`1:19-47. Although the ‘349 Patent does not specify that type of electric motor the
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`variable speed motors were, a person of ordinary skill in the art would have
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`understood that they could have been either an AC induction motor with a variable
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`speed drive or a PM Motor.
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`28. The motor controller in claim 1 is “configured for performing
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`sinewave commutation.” The term commutation refers to the scheme of
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`energizing the windings of the permanent magnet motor as the rotor turns. In a
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`conventional dc-motor, the commutation is performed by the rotor turning and
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`brushes directing current to the appropriate winding. In a PM Motor, the
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`commutation is performed electronically. In other words, a microprocessor
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`determines the position of the rotor and, in response, energizes the appropriate
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`windings with the appropriate current to achieve the desired output torque or
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`speed.
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`29. One method of commutation in a permanent magnet motor is called
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`square wave, or 6-step, commutation. As the rotor turns, the controller provides
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`the windings of the PM Motor with one of six different discrete energizing
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`patterns. By contrast, using sine wave commutation, the controller provides each
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`of the windings with sinusoidal excitation currents. Therefore, as the rotor turns,
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`the excitation current is continuously changing so that in each winding, the
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`excitation current substantially forms a sine wave.
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`30. Claim 1 also recites that the motor controller uses “independent values
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`of Q and d axis currents.” The use of q- and d-axis currents relates to the use of
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`vector control. See supra, ¶¶ 12-17.
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`31. Claim 2 recites “wherein the stationary assembly includes a plurality
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`of phase windings and the motor controller is configured for energizing all of the
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`phase windings at the same time.” In a three phase motor, there will be three phase
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`windings. A person of ordinary skill in the art would understand that by stating
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`that all of the phase windings are energized at the same time, claim 2 is
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`distinguishing a motor controller that uses 6-step commutation, where during each
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`step one of the windings is not directly energized by the controller.
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`32. Claim 3 recites that “the continuous phase currents are substantially
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`sinusoidal.” A person of ordinary skill in the art would know that a motor
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`controller that is performing sine wave commutation, by definition, creates
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`continuous phase currents that are substantially sinusoidal.
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`The Prior Art
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`Hideji
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`33.
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`Japanese Patent Publication JP 2003-348885 generally relates to a
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`method and device for controlling a permanent magnet synchronous motor and air
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`conditioning device. Hideji [0001]. The air conditioning device in Hideji is a
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`heating, ventilating, and/or air conditioning (HVAC) system. In addition, Hideji
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`describes using sine wave commutation with the permanent magnet synchronous
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`motor. Hideji [0001].
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`34. Hideji discloses a system controller because a thermostat or some
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`other system control device must be present in an air conditioning system such at
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`that disclosed in Hideji. For example, Fig. 2 in Hideji shows an input of a target
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`speed, which originates in a system controller that commands the speed at which
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`the motor is to turn.
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`35. Fig. 2 of Hideji and the associated text describes the motor controller
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`of Hideji.
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`36. As part of the air conditioning system, Hideji discloses the use of fans.
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`See e.g. Hideji at [0003], [0018], [0025], [0026].A fan is an air-moving
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`component.
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`37. Hideji discloses the use of a permanent magnet synchronous motor.
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`See e.g. Hideji, at Abstract, [0001], [0002]. A person of ordinary skill would know
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`that a permanent magnet synchronous motor would have a stator, which is a
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`stationary assembly, and a rotor, which is a rotatable assembly that is magnetically
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`coupled to the stator. Moreover, a person of ordinary skill in the art would know
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`that a permanent magnet motor would have a shaft attached to the rotor and that
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`the shaft would be connected either directly or indirectly to the fan to cause the fan
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`to rotate and move air.
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`38. Hideji discloses that the motor controller is configured to perform
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`sinewave commutation. Specifically, Hideji states that it controls the permanent
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`magnet synchronous motor in a sine wave driving mode. See Hideji, [0001]. A
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`person of ordinary skill in the art would know that a sine wave driving mode
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`means that the motor controller performs sinewave commutation. Hideji also
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`discloses that the motor controller uses independent values of q- and d- axis
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`currents. See Hideji, [0035], and Fig. 2.
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`39. One of ordinary skill in the art would know that the motor controller
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`of Hijeji would use sine wave commutation in response to a control signal from the
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`system controller. For example, when the thermostat sends the signal for the air
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`conditioning system to begin cooling, the motor controller would, in turn, use sine
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`wave commutation to cause the motor to turn the fan and move air through the
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`system.
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`40. A permanent magnet motor that is driven using sine wave
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`commutation will have continuous sinusoidal phase currents in the windings.
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`Unlike 6-step commutation, in which certain windings will have essentially no
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`current flowing through them during certain periods of a cycle, sinusoidal
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`commutation results in continuous sinusoidal phase currents.
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`41. The motor controller of Hideji is configured to energize all of the
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`phase windings at the same time. A person of ordinary skill in the art would know
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`that because Hideji performs sine wave commutation, it must energize all of the
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`phase windings at the same time.
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`42. Hideji refers to its permanent magnet motors as brushless DC motors.
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`A person of ordinary skill in the art would understand that a brushless DC motor is
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`a brushless permanent magnet motor.
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`43. When permanent magnet motors turn, they create back-emf, which is
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`a voltage on the windings caused by the relative movement of magnets near the
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`windings. Although the phrase “back-emf [brushless permanent magnet] motor” is
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`not typically used in the field of permanent magnet motors or motor controls, if
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`one interprets that phrase to mean a motor that creates back-emf, the permanent
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`magnet motors of Hideji are back-emf brushless permanent magnet motors.
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`44. As discussed above, the target speed signal in Hideji comes from a
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`system controller. That target speed represents a desired speed of the permanent
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`magnet motors. See Fig. 2.
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`45. Hideji describes the air conditioning system has an indoor unit and an
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`outdoor unit. A person of ordinary skill in the art would know that the fan in an
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`indoor unit of an air conditioner is a blower assembly.
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`46. A blower is an air moving component. Therefore, the fan in Hideji is
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`a blower and an air moving component, as described above.
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`Bessler
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`47.
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`I have reviewed U.S. Patent 5,410,230 to Bessler et al (“Bessler”).
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`Bessler generally relates to a typical HVAC system. See Fig. 1, Col. 3:33-Col.
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`4:30.
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`48. Bessler discloses that the air condition system uses a traditional
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`thermostat and a system controller. Fig. 1.
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`49. Bessler discloses the use of a blower ECM. Fig. 1. ECM refers to
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`“electronically commutated motor.” A person of ordinary skill in the art would
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`know that the ECM of Bessler was an electronically commutated permanent
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`magnet motor with a motor controller because of the date of Bessler (1993) and the
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`application (HVAC). The ECMs were well known in 1993 and the term was in
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`common use. Furthermore, the ECM would provide a desired output torque or
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`speed in response to a torque or speed signal the system controller of Bessler.
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`50. Bessler discloses a blower for an air conditioning system. See Fig. 1.
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`A blower is an air-moving component.
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`Kocybik
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`51. The doctoral thesis entitled “Electronic Control of Torque Ripple in
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`Brushless Motors” by Peter Franz Kocybik generally relates to permanent magnet
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`motor control.
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`52. A person of ordinary skill in the art would know that the teachings of
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`Kocybik, including the use of permanent magnet motors and the particular motor
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`drive methods disclosed therein, could be predictably used with the teachings of
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`Bessler. In particular, Kocybik discloses that using rectangular currents, such as
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`would be seen with 6-step commutation, creates unwanted alignment torque, which
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`in turn would create vibrations. A person of ordinary skill in the art would have
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`recognized that a permanent magnet motor using sinusoidal commutation, such as
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`is disclosed in Kocybik, could result in a motor that exhibits less unwanted ripple
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`torque and, in turn, smoother output torque. See e.g. Kocybik at 25.
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`53. Kocybik discloses the use of sine wave commutation, which produces
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`continuous sinusoidal phase currents. See e.g. Kocybik at 11-12, 40. Kocybik also
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`discloses the use of independent q- and d- axis currents. See e.g. Kocybik, at 40.
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`54. Because Kocybik discloses the use of sine wave commutation, a
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`person of ordinary skill in the art would know that the motor controller of Kocybik
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`must be able to energize all of the phase windings at the same time.
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`55. When permanent magnet motors turn, they create back-emf, which is
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`a voltage on the windings caused by the relative movement of magnets near the
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`windings. Although the phrase “back-emf (emf stands for electromotive force and
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`it is a voltage.) [brushless permanent magnet] motor” is not typically used in the
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`field of permanent magnet motors or motor controls, if one interprets that phrase to
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`mean a motor that creates back-emf, the permanent magnet motors of Kocybik are
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`back-emf brushless permanent magnet motors.
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`[Signature Page to Follow]
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`I hereby declare that all statements made herein of my own knowledge are true and
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`that all statements made on information and belief are believed to be true; and
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`further that these statements were made with the knowledge that willful false
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`statements and the like so made are punishable by fine or imprisonment, or both,
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`under Section 1001 of Title 18 of the United States Code.
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`40752287.2
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`Ehsani Declaration re ‘349 Patent
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`APPENDIX 1
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`APPENDIX 1
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`

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`CURRICULUM VITAE
`
`M. Ehsani
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`M. Ehsani received the B.S. and M.S. degrees from the University of Texas at Austin in 1973 and
`1974, respectively, and the Ph.D. degree from the University of Wisconsin-Madison in 1981, all in electrical
`engineering.
`
`From 1974 to 1977 he was with the Fusion Research Center, University of Texas, as a Research Engineer.
`From 1977 to 1981 he was with Argonne National Laboratory, Argonne, Illinois, as a Resident Research
`Associate, while simultaneously doing the doctoral work at the University of Wisconsin-Madison in energy
`systems and control systems. Since 1981 he has been at Texas A&M University, College Station, Texas
`where he is now a Professor of electrical engineering and Director of Advanced Vehicle Systems Research
`Program and the Power Electronics and Motor Drives Laboratory. He is the author of over 350 publications
`in pulsed-power supplies, high-voltage engineering, power electronics, motor drives, and advanced vehicle
`systems and is the recipient of the Prize Paper Awards in Static Power Converters and motor drives at the
`IEEE-Industry Applications Society 1985, 1987, and 1992 Annual Meetings, as well as numerous other
`honors and recognitions. In 1984 he was named the Outstanding Young Engineer of the Year by the Brazos
`chapter of Texas Society of Professional Engineers. In 1992, he was named the Halliburton Professor in the
`College of Engineering at A&M. In 1994, he was also named the Dresser Industries Professor in the same
`college. In 2001 he was selected for Ruth & William Neely/ Dow Chemical Faculty Fellow of the College of
`Engineering for 2001-2002, for “contributions to the Engineering Program at Texas A&M, including
`classroom instruction, scholarly activities, and professional service”. In 2003 he was selected for BP Amoco
`Faculty Award for Teaching Excellence in the College of Engineering. He was also selected for the IEEE
`Vehicular Society 2001 Avant Garde Award for “Contributions to the theory and design of hybrid electric
`vehicles”. In 2003 he was selected for IEEE Undergraduate Teaching Award “For outstanding contributions
`to advanced curriculum development and teaching of power electronics and drives.” In 2004 he was elected
`to the Robert M. Kennedy endowed Chair in Electrical Engineering at Texas A&M University. In 2005 he
`was elected as the Fellow of Society of Automotive Engineers (SAE). He is the co-author of sixteen books on
`power electronics, motor drives and advanced vehicle systems, including Vehicular Electric Power Systems,
`Marcel Dekker, Inc. 2003 and “Modern Electric Hybrid Vehicles and Fuel Cell Vehicles – Fundamentals,
`Theory, and Design”, CRC Press, 2004. He has over 30 granted or pending US and EC patents. His current
`research work is in power electronics, motor drives, hybrid vehicles and their control systems.
`
`Dr. Ehsani has been a member of IEEE Power Electronics Society (PELS) AdCom, past Chairman of
`PELS Educational Affairs Committee, past Chairman of IEEE-IAS Industrial Power Converter Committee
`and past chairman of the IEEE Myron Zucker Student-Faculty Grant program. He was the General Chair of
`IEEE Power Electronics Specialist Conference for 1990. He is the founder of IEEE Power and Propulsion
`Conference, the founding chairman of the IEEE VTS Vehicle Power and Propulsion and chairman of
`Convergence Fellowship Committees. In 2002 he was elected to the Board of Governors of VTS. He also
`serves on the editorial board of several technical journals and is the associate editor of IEEE Transactions on
`Industrial Electronics and IEEE Transactions on Vehicular Technology. He is a Fellow of IEEE, an IEEE
`Industrial Electronics Society and Vehicular Technology Society Distinguished Speaker, IEEE Industry
`Applications Society and Power Engineering Society Distinguished Lecturer. He is also a registered
`professional engineer in the State of Texas.
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`Ehsani, Mark – FG CV Page 1 of 46
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`BIOGRAPHICAL DATA
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` •
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` Ehsani, Mehrdad (Mark)
`• Professor, Electrical Engineering
`• Birth date: 10/9/50
`• Citizenship: U. S.
`• Last Security Clearance: Secret
`PROFESSIONAL INTERESTS
`
`Electronics
`•
`Solid State Power Systems
`•
`Power Electronics
`•
`Motor Drives
`•
`Specialized Power Systems
`•
`Control Systems
`•
`Energy Storage Systems
`•
`High Voltage Direct Current (HVDC) Power Transmission
`•
`Applications of Microcomputers to Power Control
`•
`Pulsed Power Systems
`•
`Electric Hybrid Vehicles
`•
`High Voltage Engineering
`•
`Electrical Failures and Hazards
`•
`Advanced Vehicle Power and Propulsion Systems
`•
`Novel Electromagnetic Machines
`•
`Sustainable Energy and Transportation
`•
`EDUCATION
`
`Ph. D., Electrical Engineering, University of Wisconsin, Madison, 1981
`•
`M. S., Electrical Engineering, University of Texas, Austin, 1974
`•
`B. S., Electrical Engineering, University of Texas, Austin, 1973
`•
`EXPERIENCE
` Educational
`1.
`Assistant Professor, Electrical Engineering, Texas A&M University, August 1981-
`1987
`
`Associate Professor of Electrical Engineering, Texas A&M University, September
`2.
`1987-1992
`
`Professor, Electrical Engineering, Texas A&M University, 1992-present
`3.
`
`4.
`Director, Texas Applied Power Electronics Center, Department of Electrical
`Engineering, Texas A&M University, 1982-present
`
`Director of Advanced Vehicle Systems Research Program, College of Engineering,
`5.
`Texas A&M University, 1992-present
`
` •
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`Ehsani, Mark – FG CV Page 2 of 46
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`Industrial
`1.
`Research Engineer, Fusion Research Center, Austin, Texas, 1974-1977
`
`2.
`Research Engineer, Argonne National Laboratory, 1977-1981
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`3.
`Consultant to over 65 U.S. and International Companies and Government Agencies
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`PROFESSIONAL SOCIETY MEMBERSHIPS
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`Institute of Electrical and Electronics Engineers (IEEE), since 1970
`•
`IEEE Industry Applications Society (IAS)
`•
`IEEE Industrial Electronics Society (IES)
`•
`IEEE Power Electronics Society (PELS)
`•
`IEEE Vehicular Technology Societ